US11520623B2 - Communication with motor vehicles - Google Patents
Communication with motor vehicles Download PDFInfo
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- US11520623B2 US11520623B2 US16/781,006 US202016781006A US11520623B2 US 11520623 B2 US11520623 B2 US 11520623B2 US 202016781006 A US202016781006 A US 202016781006A US 11520623 B2 US11520623 B2 US 11520623B2
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- motor vehicle
- information
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F9/00—Arrangements for program control, e.g. control units
- G06F9/06—Arrangements for program control, e.g. control units using stored programs, i.e. using an internal store of processing equipment to receive or retain programs
- G06F9/46—Multiprogramming arrangements
- G06F9/48—Program initiating; Program switching, e.g. by interrupt
- G06F9/4806—Task transfer initiation or dispatching
- G06F9/4843—Task transfer initiation or dispatching by program, e.g. task dispatcher, supervisor, operating system
- G06F9/4881—Scheduling strategies for dispatcher, e.g. round robin, multi-level priority queues
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L67/00—Network arrangements or protocols for supporting network services or applications
- H04L67/01—Protocols
- H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
- H04L67/125—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks involving control of end-device applications over a network
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- G—PHYSICS
- G07—CHECKING-DEVICES
- G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
- G07C5/00—Registering or indicating the working of vehicles
- G07C5/008—Registering or indicating the working of vehicles communicating information to a remotely located station
-
- G—PHYSICS
- G07—CHECKING-DEVICES
- G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
- G07C5/00—Registering or indicating the working of vehicles
- G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
- G07C5/0841—Registering performance data
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
- G08G1/0112—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from the vehicle, e.g. floating car data [FCD]
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
- G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
- G08G1/096733—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place
- G08G1/096741—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place where the source of the transmitted information selects which information to transmit to each vehicle
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
- G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
- G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
- G08G1/096775—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a central station
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L67/00—Network arrangements or protocols for supporting network services or applications
- H04L67/50—Network services
- H04L67/52—Network services specially adapted for the location of the user terminal
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/30—Services specially adapted for particular environments, situations or purposes
- H04W4/38—Services specially adapted for particular environments, situations or purposes for collecting sensor information
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/30—Services specially adapted for particular environments, situations or purposes
- H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
- H04W4/46—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for vehicle-to-vehicle communication [V2V]
Definitions
- the present invention relates to a method for communicating with motor vehicles.
- the invention relates, in particular, to the communication between a backend system (or “backend” for short) and one or more motor vehicles, in particular using the mobile radio network.
- the invention also extends to a suitable motor vehicle and a suitable backend.
- the invention also comprises a system which has a backend of this type and one or more motor vehicles of this type.
- backend means, in particular, a device, typically a substantially stationary device (that is to say not mobile, unlike a vehicle).
- a backend may have a central processing unit, for example a computer system operated by a company, wherein such a company may be, for example, a vehicle manufacturer, a service company or the like.
- Exemplary embodiments of the present invention can be used to collect vehicle data, for example.
- the data captured in a vehicle by the sensor system installed in the latter are referred to as vehicle data.
- the sensor system can capture inputs from the vehicle environment (for example objects in the vehicle environment which are captured by a camera), inputs from the driver (for example actuation of an adjusting lever) and inputs from the technology installed in a vehicle (for example degree of opening of the throttle valve).
- the data can be transmitted to a central processing unit (backend) by means of an air interface and via a mobile radio path.
- backend central processing unit
- Costs of processing the vehicle data The processing of vehicle data requires—just like their collection in the vehicle—resources such as processor computing time, persistent storage space, main memory usage and bandwidth used on communication media. The costs of this processing generally increase monotonously with the volume of data. 4) Restricted ability to update native systems If the software which transmits data is natively implemented, this does not allow the amount and the transmission times to be adapted or changed within short periods (for example 1-3 months) in order to exclude interaction with other systems.
- the object of the present invention is to ensure efficient communication between a backend and one or more motor vehicles and/or to better take into account the utilization of one or more motor vehicles during such communication, for example for the purpose of collecting vehicle data.
- the invention provides a method, a motor vehicle, a backend and a system according to the independent claims.
- the invention relates to a method for allocating tasks (for example collecting and transmitting vehicle data) to one or more motor vehicles suitable for road traffic.
- the method comprises transmitting a first item of information from a first of these motor vehicles to a backend which can communicate with a plurality of these motor vehicles.
- the first motor vehicle can inform the backend that the first motor vehicle is available for performing tasks.
- the first information may have, for example, details of vehicle properties, the position of the motor vehicle or the utilization of the motor vehicle.
- the backend allocates a first of these tasks to the first motor vehicle. In this step, the backend can therefore decide which task(s) is/are allocated to the first motor vehicle.
- the performance of the first task comprises transmitting a second item of information.
- Vehicle data which have been collected by the motor vehicle according to the allocated task come into consideration as such an item of second information, in particular.
- the first information is transmitted from the first motor vehicle to the backend via a mobile radio path and/or the first task is allocated via a mobile radio path.
- the method comprises the step of transmitting the second information via a mobile radio path. Therefore, the collected vehicle data can also be transmitted without a workshop visit being required for this.
- the performance of the first task can comprise transmitting the second information to the backend or to a unit associated with the backend, although it would also be possible, as an alternative, to transmit the second information to another, independent unit.
- the first motor vehicle is equipped to transmit the first information to the backend and/or to receive an allocation of the first task from the backend and/or to possibly transmit the second information, while the first motor vehicle is in road traffic. Tasks can therefore be allocated in real time and vehicle data can be transmitted as quickly as possible.
- the second information may have data relating to the first motor vehicle, in particular its state.
- a vehicle manufacturer may be informed of the state of motor vehicles, which can contribute to the improved further development of vehicle models, for example.
- the second information may have data relating to an environment of the first motor vehicle.
- traffic sign data or data relating to the volume of traffic or weather conditions can thus be collected and transmitted.
- the backend allocates the first task to the first motor vehicle only when the backend expects, on the basis of the first information, that the first motor vehicle can perform the first task. Unnecessary data transmission and processing can thus be avoided.
- the backend can expect that the first motor vehicle can perform the first task if the backend determines, on the basis of the first information, that the first motor vehicle satisfies technical prerequisites needed to perform the first task.
- a technical prerequisite for performing a task which comprises collecting traffic sign data is that the first motor vehicle is equipped with at least one camera.
- the first information preferably has technical data relating to the first motor vehicle, with the result that the backend is informed of the technical equipment (for example the installation of cameras) of the first motor vehicle on the basis of the first information. On the basis of this information, the backend can determine whether the technical prerequisites corresponding to the first task have been satisfied.
- the backend can expect that the first motor vehicle can perform the first task if the backend determines, on the basis of the first information, that the first motor vehicle is in or close to a geographical area or approaches this geographical area in which it must be situated in order to be able to perform the first task.
- a task may be restricted to a particular geographical area—for example the collection of traffic sign data in a particular town.
- the first information provides information on where the first motor vehicle is situated, with the result that the backend can determine whether the first motor vehicle is possible for the first task from a geographical point of view.
- the backend is informed of utilization of the first motor vehicle by means of the first information. It is therefore possible to avoid the situation in which the first motor vehicle is “overloaded” because, in a case of the load, it cannot perform the first task or can perform the first task only with a delay.
- the backend compares the first information with a corresponding item of information transmitted by a second of these motor vehicles to the backend and decides, on the basis of this comparison, which of the motor vehicles the first task is allocated to.
- Better or more uniform utilization of the motor vehicles can thus be ensured, for example.
- a task could be allocated to a motor vehicle A, even though a motor vehicle B has lower utilization, if the motor vehicle A is better suited to performing the task than the motor vehicle B from a technical point of view, for example.
- Better suitability from a technical point of view could involve, for example, higher-quality sensors being installed in the motor vehicle A than in the motor vehicle B, as a result of which the data determined by these sensors in the motor vehicle A are also more accurate than in the motor vehicle B.
- the first motor vehicle takes into account a data protection setting applicable to the first motor vehicle when transmitting the first information.
- a data protection setting applicable to the first motor vehicle when transmitting the first information.
- a driver of the first motor vehicle has input, to the first motor vehicle, particular data protection settings which restrict the availability of the first motor vehicle for particular data collection tasks, for example via a user interface.
- the driver can specify, for example, that the first motor vehicle can be used to transmit (second) information which is possibly used to improve the safety of vehicles, but not that information from which the location of the first motor vehicle can be determined.
- the personal or personalized portion is typically needed to enable communication via the mobile radio network.
- the first and second portions are separated from one another over the course of the method.
- the second portion is used further and the first portion is not used further.
- This separation of the first and second portions preferably takes place in the backend. It can therefore be ensured that data protection provisions can be taken into account, in which case the first motor vehicle can nevertheless contribute to performing tasks.
- one or more priorities are allocated to the task(s), preferably by the backend, for example a performance and/or transmission priority. This priority or these priorities can influence the order in which the tasks are performed and/or the order in which the second information is transmitted.
- the invention also relates to a motor vehicle which can be used in the method described above.
- the motor vehicle has means for transmitting a first item of information to a backend via a mobile radio path, in particular a mobile radio device (transceiver), with which the motor vehicle can gain access to the mobile radio network, and an associated data processing device which stores the first information or requests it inside the vehicle and forwards it to the mobile radio device.
- the motor vehicle also has means for receiving a first task from the backend via a mobile radio path. These means can in turn have a mobile radio device (transceiver), wherein the means for transmitting the first information and the means for receiving the first task can at least partially overlap.
- the (same) transceiver can definitely be used to transmit the first information and to receive the first task.
- the motor vehicle also has means for performing the first task, wherein the performance of the first task comprises transmitting a second item of formation.
- the second information can in turn be transmitted via a mobile radio device (transceiver), for example via the same transceiver which is used to receive the first task and/or to transmit the second information.
- the invention relates to a backend which is equipped to allocate tasks to one or more motor vehicles suitable for road traffic.
- the backend has means for receiving a first item of information from a first of these motor vehicles with which the backend can communicate.
- the backend also has means for allocating, on the basis of this first information, a first of these tasks to the first motor vehicle, wherein performance of the first task by the first motor vehicle comprises transmitting a second item of information by the first motor vehicle.
- the first information is transmitted from the first motor vehicle to the backend via a mobile radio path and/or the first task is allocated via a mobile radio path.
- the means for receiving and allocating may in turn have a mobile radio device (transceiver), wherein the same transceiver can be used for receiving and allocating.
- the invention relates to a system having at least one motor vehicle as described above and a backend as described above.
- FIG. 1 schematically shows a system for communicating with motor vehicles according to one embodiment of the present invention.
- FIG. 2 shows an exemplary schematic illustration of a motor vehicle according to one embodiment of the present invention.
- FIG. 3 shows an exemplary schematic illustration of a backend according to one embodiment of the present invention.
- FIG. 4 shows a flowchart for a method for communicating with motor vehicles according to one embodiment of the present invention.
- the system 1 illustrated in FIG. 1 for communicating with motor vehicles has a backend 10 which is connected to a plurality of vehicles 30 , 31 , 32 via a mobile radio network 20 .
- the mobile radio network is representatively provided with the reference sign 20 in FIG. 1 , in which case a mobile radio path 50 is illustrated between the mobile radio network 20 and a first motor vehicle 30 , even though the mobile radio path 50 can actually be considered to be part of the mobile radio network 20 .
- the connection 40 between the backend 10 and the mobile radio network 20 may be, for example, a connection via cable or a further mobile radio path.
- FIG. 2 illustrates the communication devices of a first motor vehicle 30 which are relevant to the exemplary embodiment according to the invention.
- a data processing unit 60 which is connected to an air interface 61 .
- the motor vehicle 30 can communicate with the mobile radio network 20 via the air interface 61 .
- the data processing unit 60 is also connected to one or more entities 62 , 63 , 64 . These entities can be functionally separated and can collect different types of vehicle data.
- a first entity 32 may have, for example, a camera which is installed on the motor vehicle 30 and can be used to collect traffic sign data.
- a second entity 63 may have, for example, a measuring device which can be used to determine the engine speed of the motor vehicle 30 .
- the entities 62 , 63 , 64 can forward the determined vehicle data to the data processing unit 60 , where these vehicle data can be preprocessed, if appropriate, before they are transmitted via the air interface 61 through the mobile radio network 20 .
- Using a (central) data processing unit 60 provides a standard framework for collecting vehicle data. In comparison with some approaches which are already known, this has the advantage that not every entity involved in collecting vehicle data must set up a separate connection to the mobile radio network 20 .
- the structure according to the exemplary embodiment illustrated in FIG. 2 also makes it possible to receive executable scripts via the air interface 61 by means of the data processing unit 60 .
- the collection of vehicle data can be adapted to current requirements.
- FIG. 3 illustrates the communication devices of a backend 10 which are relevant to the exemplary embodiment according to the invention. These include, in particular, a data processing unit 12 which is connected to a communication interface 11 .
- the backend 10 can communicate with the mobile radio network 20 via the communication interface 11 .
- the communication interface 11 may be a connection for a cable or an air interface, depending on whether the backend 10 is connected to the mobile radio network 20 by cable or a mobile radio path.
- the data processing unit 12 can be functionally and/or structurally subdivided into two (or more) sections 12 a and 12 b.
- a first section 12 a can be responsible, for example, for receiving data from a motor vehicle 30 via the mobile radio network 20 and the communication interface 11 and for processing said data.
- data include, on the one hand, information (here also “a first item of information”) which can be used by a motor vehicle 30 to “register” with the backend 10 .
- a first item of information may have, for example, technical data or a position indication of the motor vehicle 30 .
- data also include that information (here also “a second item of information”) which has the vehicle data which are or may be of interest when collecting vehicle data according to exemplary embodiments of the present invention.
- a second section 12 b may be responsible, for example, for allocating tasks to the motor vehicle 30 via the communication interface 11 and the mobile radio network 20 .
- the sections 12 a and 12 b may overlap, that is to say some or all of the tasks described in connection with the sections 12 a and 12 b may be performed by a single structural unit. It is likewise possible for the sections 12 a and 12 b to be structurally separate from one another, over relatively great distances under certain circumstances. This may be the case, for example, if, for example, a first company is responsible for allocating tasks to the motor vehicle 30 , but the second information is received and processed further by a second company.
- the flowchart illustrated in FIG. 4 illustrates, for example, a method according to the invention for collecting vehicle data.
- a first method step 110 the motor vehicle 30 , prompted by the data processing unit 60 , transmits a first item of information to the backend 10 via the air interface 61 and the mobile radio network 20 . By transmitting the first information, the motor vehicle 30 informs the backend 10 that the motor vehicle 30 is available for collecting vehicle data.
- This first method step 110 can be preceded by a further sub-step (not illustrated in FIG. 4 ) in which the data processing unit 60 of the motor vehicle 30 retrieves any data protection settings which could influence the transmission of the first information.
- the first information can have a corresponding reference to such a data protection setting.
- a second method step 120 the backend 10 receives the first information and allocates a first task to the motor vehicle 30 on the basis of this first information.
- This second method step can in turn be subdivided into a plurality of sub-steps (not illustrated in FIG. 4 ).
- the backend 10 first of all possibly checks a reference to data protection settings which is contained in the first information. On the basis of the first information, the backend 10 now determines the tasks for which the motor vehicle 30 could be suitable. For this purpose, the backend 10 can take into account the following details or information, inter alia:
- the utilization for example data processing capacity, tasks which have already been allocated
- the backend 10 After checking the data protection settings and other details contained in the first information (in which case they could also be checked in the reverse order), the backend 10 allocates a first task to the first motor vehicle 30 . This task is transmitted to the motor vehicle 30 via the communication interface 11 and the mobile radio network 20 .
- the motor vehicle 30 performs the first task.
- the performance of the first task comprises, inter alia, collecting vehicle data and transmitting them, as “second information”, to the backend 10 via the air interface 61 and the mobile radio network 20 .
- the backend 10 can process the second information in such a manner that a first portion, which is personal or personalized, is separated from a second portion, which is not personal and is not personalized, and is not used further.
- the second portion which has the vehicle data which are actually of interest can therefore be used to collect vehicle data taking into account data protection rules.
- the method described here can be used while the motor vehicle 30 is in road traffic. This does not necessarily mean that the motor vehicle 30 must be situated and/or must move on a public road.
- the term “in road traffic” preferably means that the motor vehicle 30 is not in a workshop or in the immediate vicinity of a workshop. Accordingly, the method described here is definitely used while the motor vehicle 30 is on private property (for example residential property, garage, carport etc.) and/or is not moving.
- Embodiments according to the invention make it possible to collect a suitable or even optimum amount of vehicle data using application-specific preprocessing which is suitable or even optimum at this time and therefore make it possible to indirectly reduce unnecessarily transmitted data and the associated costs.
- the use of a standard framework for collecting vehicle data can also reduce the development cost.
- the collection of vehicle data can likewise be dynamically adapted to the requirement situation in a very short time.
- Such an implementation may provide for the vehicle to already be preprogrammed or prepared in another manner for performing particular (types of) tasks. It can then be sufficient to transmit particular parameters to the vehicle, which parameters can be used to switch an already existing function for performing a task on and off or to configure such a function.
- a vehicle may be equipped, for example, with cameras or other sensors in order to detect traffic signs.
- the vehicle also has control systems and communication devices which—in interaction with the cameras/sensors—have already been preprogrammed to collect traffic sign data.
- the vehicle can detect, in principle, all types of traffic signs and can transmit corresponding traffic sign data to a backend.
- a particular type of traffic sign for example speed limits, no parking, pedestrian crossing etc.
- This can be implemented, for example, by transmitting image information, which represents one or more examples of images of such traffic signs, to the vehicle.
- a vehicle it is therefore possible to enable a vehicle to perform a task by transmitting data or parameters (in particular those which relate to a configuration of the vehicle or its control systems) without executable scripts having to be transmitted to the vehicle for this purpose.
- data or parameters in particular those which relate to a configuration of the vehicle or its control systems
- executable scripts having to be transmitted to the vehicle for this purpose.
- a certain degree of flexibility can therefore be achieved without a particularly high data transmission rate being required for this purpose.
- different transmission priorities can be allocated to different tasks and can be taken into account when transmitting the second information. It can therefore be ensured, in the case of mobile radio bottlenecks, that the importance or urgency of the tasks and of the corresponding vehicle data can influence the transmission order.
- the performance and transmission priorities need not necessarily be allocated separately. Instead, they may be combined to form an overall priority which can influence the order in which the tasks are performed and the second information is transmitted.
- a vehicle can also “discard”, that is to say fail to perform, one or more tasks even though the task(s) has/have been allocated to the vehicle. This may again occur owing to a lack of sufficient resources (bandwidth, CPU load, storage space etc.).
- the decision regarding which task(s) is/are discarded can also be made on the basis of the allocated priority/priorities.
- a maximum “lifetime” of the data for example when allocating a task and/or when transmitting the second information. This lifetime determines how long an item of information is valid (for example, local hazard warnings can be considered to no longer be valid already after a few minutes, whereas accident data, for example, may be valid for several months).
Abstract
Description
2) Costs of transmitting the vehicle data
When transmitting vehicle data on the path from the vehicle to a central processing unit (backend), it is possible to pass through sections for which use-dependent costs arise. For example, the mobile radio network used in all mobile radio transmissions is operated by a mobile radio provider that typically determines the costs on the basis of the transmitted volume of data. If unnecessarily many or redundant data items are transmitted, the volume of data and therefore the costs incurred increase without this resulting in added value.
3) Costs of processing the vehicle data
The processing of vehicle data requires—just like their collection in the vehicle—resources such as processor computing time, persistent storage space, main memory usage and bandwidth used on communication media. The costs of this processing generally increase monotonously with the volume of data.
4) Restricted ability to update native systems
If the software which transmits data is natively implemented, this does not allow the amount and the transmission times to be adapted or changed within short periods (for example 1-3 months) in order to exclude interaction with other systems.
- 1 Communication system
- 10 Backend
- 11 Communication interface of the
backend 10 - 12 Data processing unit of the
backend 10 - 12 a, b Sections of the
data processing unit 12 - 20 Mobile radio network
- 30, 31, 32 Motor vehicles
- 40, 50 Mobile radio paths
- 60 Data processing unit of the
motor vehicle 30 - 61 Air interface of the
motor vehicle 30 - 62, 63, 64 Entities (for collecting vehicle data)
Claims (17)
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DE102017217400.5A DE102017217400A1 (en) | 2017-09-29 | 2017-09-29 | Communication with motor vehicles |
DE102017217400.5 | 2017-09-29 | ||
PCT/EP2018/071136 WO2019063168A1 (en) | 2017-09-29 | 2018-08-03 | Communication with motor vehicles |
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PCT/EP2018/071136 Continuation WO2019063168A1 (en) | 2017-09-29 | 2018-08-03 | Communication with motor vehicles |
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US20200174835A1 US20200174835A1 (en) | 2020-06-04 |
US11520623B2 true US11520623B2 (en) | 2022-12-06 |
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US20200174835A1 (en) | 2020-06-04 |
DE102017217400A1 (en) | 2019-04-04 |
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